Explosive-engine.



No. 694,948. Patented Mar. II, 1902.

' W. I". DAVIS.

EXPLOSIVE ENGINE.

(Application filed Jan. 2, 1900.) (Ila Model.) 7 I 6 Shaets,$haet i,

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Patented M ar. ll, I902; w. F, DAVIS. EXPLUSH'E ENG'NE.

(Application flled J'an. 2, 1900.)

(Nb Model.)

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wozdadf THE "aims Pans Eov. PHJTQ-LITMO" wnsumsmr n c v 'No. 694,948. Patented Mar. ll, I902.

W. F. DAVIS.

EXPLUSWE ENGINE.

(Application filed Jan. 2, 1900.)

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m. 694,948. Patented Mar. 11, I902.

w. l BAVLS. EXPLOSIVE ENGINE.

{Application fll'ed Jan. 2, 1900.

6 Sheets-Sheet '4 (No Model.)

No. 694,948. Patented Mar. ll, I902.

.W. F. DAVIS. EXPLOSIVE ENGINE.

(Application flied Jan. 2; 1900.

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Patented Mar. ll, I902.

W; F. DAVIS. EXPLUS IVE ENGINE.

(Applimtinn filed Ian. 2, 1900.)

6 Sheets-Sheet (5.

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UNITED STATES PATENT OFFIoE.

\VILLIAM F. DAVIS, OF MILWAUKEE, \VISOONSIN.

EXPLOSIVE EN GlNE.

SPEGIFICATION forming part of Letters Patent No. 694,948, dated March 1 1, 1902.

Application filed January 2, 1900. Serial No. 99. on model.)

To all whom it 12mg; concern:

Be it known that I, WVILLIAM F. DAVIS, a resident of the city and county of Milwaukee, State of Wisconsimhave invented certain new and useful Improvements in Explosive-Engines, of which the following is a full, clear, and exact description. 7

In the accompanying drawings the invention is shown as embodied in an explosive engine more particularly designed for the propulsion of motonvehicles; but it will be readily understood that features of the invention are applicable to explosive-engines of the stationary type. r

The invention consists of the features ofirnprovement hereinafter described, illustrated in the accompanying drawings, and particularly pointed out in the claims at the end of this specification.

Figure l is a plan View of a motor-vehicle provided with an explosive-engine embodyingrny invention. Fig. 2 is a view in side elevation, the wheels at one sideof the vehicle being removed. 3 is a View, upon an enlarged scale, showing the rear end of the engine and parts connected therewith. Fig. 4 is a view in vertical cross-section through the frame of the motor-vehicle looking toward the front and with the cylinders of the engine removed. Fig. 5 is a view in central vertical longitudinal section upon line 5 5 of Fig. 3, the view being upon an enlarged scale and showing only the rear part of the mechanism supported by the Vehicle. Fig.6 is a view in vertical longitudinal section through the camshaft and connected parts shown more particularly in Fig. 4. Fig. 7 is a view in section on line 7 7 of Fig. 6. Fig. 8 is a detail view of the pump-cylinder, the piston-rod, and certain of the parts connected therewith. Fig. 9 is a detail view, in side elevation, of the hub of one of the rock-arms whereby the movement of the pump-piston is effected. Fig. 10

is a detail view,in vertical section,of the handlever and gear-wheel for controlling the throttle-valve. Fig. 11 is a detail front view of the transverse frame which supports the cylinders.

A and A designate the rear traction-wheels of the motor-vehicle, and A and A denote the front wheels. The rear traction-wheels are connected with the frame of the vehicle by means of the axle l3, and the front wheels are connected with the frame by means of the axle B. The frame of the vehicle is shown as comprising side bars 0 and G, suitably held together by transverse connections. The traction-wh eels A and A. are driven from the counter-shaft D by sprocket-chains d, carried by frame extends a transverseframe or casting F, that is suitably bolted, as at f, to the side bars of the vehicle-frame. This transverse casting F comprises a transverse web f, having inwardly-extending annular flanges f vertical flanges f and horizontal flanges J. The flanges f and f serve to receive bolts'or rivets, that unite the transverse frame F to the side bars 0 and C of the vehicle-frame. The annular flanges f serve to receive the twin cylinders G and G of the explosive-engine. The inner ends g of the cylinders G G extend through the openings formed in the transverse frame F, and the cylinders are Socurely boltedto this frame. The head of each of the cylinders G G (see Fig. 3) is provided with suitable openings to receive the admission and exhaust valve casings g and g and with similar openings receive the igniter casing g As the construction of the admission andexhaust valves and of theigniter forms no part of my present invention, these features need not be particularly described.

Across the front of the cylindersG G extends a shaft 2, that is secured in suitable bearing-brackets 3 and 4, that are bolted to and project outwardly from the faces of the cylinder-heads. Upon this transverse shaft 2 are journaled the hubs of the several valveoperating levers H, H, H and H On this 9, provided with rocking arms, whereby the pump mechanism will be operated in manner to be presently described. .7

The air-delivery pipe is connected by a branched coupling 11 with suitable channels leading into the heads of the cylinders G and G. This construction of coupling 11 and the manner of connecting it with the cylinderheads is fully described in an application executed by me and filed in the United States Patent Office of even date herewith and'need not be more particularly described.

Into the air-delivery pipe 10 leads the throttle-valve casing 12, (see Fig. 5,) opposite the delivery-port of which. is located the needlevalve 13, that serves to control the passage of fuel through the discharge port of the valve-casing 12. WVith the throttle-valve casing 12 connects an oil-supply pipe 14:, whereby oil is supplied from a tank 15, suitably suspended beneath the cylinders of the engine or in other convenient location. The oil-supply pipe 14 is fitted with the usual check-valves 15 and 16 and is connected by a T-shaped coupling 17 and pipe with the cylinder 18 of the oil-supply pump. From the outer end of the pump-cylinder 18 the return pipe 19 leads back to the oil-tank 15, so that any oil that passes beyond the pump-piston may be returned to the tank. The throttlevalve 13 works through a screwthreaded opening in the valve-casing 12, and a suitable threaded cap, that is attached to the outer end of the casing 12, serves to secure the packing around the valve 13. To the outer end of the throttle-valve 13 is fixed a handlever J, whereby the valve 13 may be turned, and between the hand-lever J and a collar is a gear-wheel K, that is loosely mounted upon the stem of the throttle-valve 13. gear-wheel K meshes with a rack-bar K, that is held in engagement with the gear-wheel by means of a guide plate or bracket is, that is bolted, as at 10 to the top of the throttlevalve casing, the outer end of the bracket is being formed, as shown in Fig. 5, to securely retain the rack-bar K in mesh with the gearwheel K. Through a threaded hole in one end of the hand-lever or handle J of the throttle-valve passes a set-screw j, by means of which the hand-lever J can be locked at any point with respect to the gear-wheel K. The gear-wheel when locked to the handle or hand-lever of the throttle-valve serves to op erate the throttle-valve, and by thus adjustably connecting the gear-Wheel to the throttle-valve the movement of the throttle-valve by the gear-wheel can be very accurately controlled.

By reference more particularly to Figs. 1, 3, and 5 of the drawings it will be seen that the valve-levers H, H, H and H are shifted by the rods h, 7L, 71. and if, that extend longitudinally of the cylinders G G, the ends of these rods resting upon a transverse bar 20, that is bolted to the side bars 0 and O of the vehicle-frame, the rods h h, &c., bo-

The

ing held in place by suitable guides 21, that are mounted upon the bar 20. (See Fig. 3.) The valve-levers H H, 850., will be operated by mechanism to be presently described; but it will be understood that these valve-levers have their upper ends moved outward from the cylinder-heads by the valve-rods h h, 850., the valve-levers being moved in opposite direction by the coil-springs it that are interposed between the valve-levers and the cylinder-heads of the engine. The lower end of the admission-valve levers I1 and H are provided with angular extensions 72, (shown in of the drawings,) and in the path of these extensions 72 project the lateral lugs 25 of the rock-arms 26, that depend from the hub 9, carried on the transverse shaft 2. The lower ends of the rock-arms 26 are pivotally connected, as at 27, (see Figs. 3and 8,) with a yoke 28, having a hub 29, which fits over the outer end of a collar 33 on the rod 30 of the pump-piston 31. (See Fig. 5.) The collar 33 is held against slipping from the end of the rod 30 by means of a collar 32, that is fastened to the end of the rod, and the collar 33 is formed with a cup-shaped end, against which bear the ends. of two coilsprings 34 and 35. The opposite end of the coil-spring 34 bears against the cap of the pump-cylinder 18, while the corresponding end of the coil-spring 35 bears against a collar 37, that is fixed to the piston-rod 30 of the pump. By reference to Fig. 5 it will be seen that the cylinder 18 of the pump is conveniently fastened, as at 38, to the trans verse frame or casting F.

From the foregoing description it will be seen that as the admission-valve levers H and H are operated the rock-arms26 will force inward the yoke 28 and the sleeve or collar 33 connectedtherewith. Theinwardmovement of the collar 33, through the medium of the spring 35, will shift the pump-piston 31, at the same time compressing the spring 34, and the piston will be moved in opposite direction by the spring 34. The throttle-valve 13 will at certain times be approximately or entirely closed, (this being effected by mechanism to be presently described,) and when this occurs it will manifestly be undesirable to force oil from the pump-cylinder to the throttle-valve casing. Inasmuch, however, as the cushionspring 35 is interposed between the reciprocating collar 33 and the piston-rod 30, it becomes possible for the collar 33 to continue its operation under the influence of the admission-valve levers without effecting the movement of the pump-piston 3l,'since when the discharge of oil through the throttle-valve casing is cut ofi the movement of the pumppiston to supply further oil cannot be efiected.

A further advantage incident to the abovedescribed construction is that inasmuch as the pump-piston is driven from the operatinglevers of the admission-valve the extent of movement of the pump-piston and consequent amount of fuel-supply to the cylinders will IIO be in keeping with the extent to which the admission-valves are opened by their operating-levers. In other words, as long as the admission-valve is open pressure will be exerted upon the pump-piston to inject fuel throughout the period of admission;-but as soon as the valve-gear operates to close the admission-valve then the pressure upon thenected by a rod 42 with an operating-lever MI;

that is pivotally sustained at the front of the machine in manner aswill hereinafter more full y, appear. I V

The rods 71,71, 71. and 71 whereby the corresponding admission and exhaust valve levers are operated, carry at their inner ends friction-rollers -17, adapted to bear against cams thatare carried by a cam-shaft P, that is journaled in suitable bearings 50, that restupon and arebolted, as at 51, to the top of the side bars 0 G of the vehicle-frame. (See- Figs. 1, 4, and 6.) The cam-shaft is a. tu-

bular shaft, andto this shaft are keyed the camsp, that serve to control the operation of the exhaust-valve levers H and H the rollers at the ends of the rods h and h bearing againsttheperiphery ofthese cams. Upon the'ca-m-shaft P is also mounted a shifting cam sleeve or support P, the periphery of which is provided with cams 19, that serve to control the operation of the ad mission-valve levers HVand H As shown, the cam support'or sleeve P. isconnected to the shaft P by means of a pin 19 that passes through the slots 19 formed in .the shaft P, this pin 19 passing also through the end of. ashifter-rod- P that is mounted in manner free to slide qnently by shifting the cam sleeve or sup-. port P the length ofthe period of admission within the tubular shaft P. I 'By reference more particularly toFigs. 1 and 4 of the drawin gsit willbe seen'that the cainspare gradually tapered toward one end of the-sleeve or Hence it will beseen that when; the sleeve P is intsuch positionthat the rollsupport P.

ers. at the ends of the rods. h and 7t2 of the admission-valve levers are in bearin g against the broadest portions of the cams p the admission-valve will be held open for a-longer period during the revolution of the shaft P than would be thecase if the rollers at the ends of the rods hand 71 were opposite the narrower portions of the cam Consecan be readily varied, and this shifting of the sleeve or support P. is eifected by the mechanism next to be described. 4

Through the outer end of' the shifting-rod P passes a rod 54, that passes also through slots 19, formed in the shaft P. The rod passes through a governor-sleeve 5 5-, that encircles the shaft P in manner free to slide thereon. Upon the ends of the rod 54 are pivoted theV-shapedarms R and- R of the gover-' nor mechanism, suitable nuts 56 engaging the A screw-threaded ends of the rod 54. From the apex of each of the V-shaped governorarms or frames R and R extends an arm r, carrying a governor weight or hall 7', andat the apex of each of the arms or frames ER is pivoted upon apin 57 the outer end of' a governorlink R The inner end of each of the links R is pivotally connected, as at W, to the earsor offsets 58, that project from a collar 59, that is keyed to'the shaft P. (See Figs.

4, 6,"an'd 7.) From vthe apex of each of the governor arms or frames R extend outwardly the parallel arms r (see Figs.' 6 and 7,) formed in piece therewith, these arms r being provided with notches to receive a correspondingly-sha'ped rib 60 "on a bearing-:

plate 61,- against .which' bearing-plate abuts the end'of a coil-spring 62, that is carried by a.rod63. The opposite end of the" coil-spring 62 bears against a shoulder 64 on the rod .63, and theadjacent end of this rod 63 is pivotally connected,as' at 65, to a sliding sleeve-66, mounted uponthe shaftP. The: outer end of each of the rodsfl63 is provided with-a stop-pin'67, that holds it- -inengagement with the armr l The sleeve 66 is con nected with the shaftP by a key 68; (see'Fig; 4,) so that the sleeve shall partake of the revolution-of the shaft while being free to slide lengthwise thereof. Theouter end of' the shaft P has fixed thereto a collar 69 to guard Up the sleeve 63 against displacement. the shaftP is mounted a gear WheeI'P that will be connected bysuitablei gearing with the drive-shaft of the engine',so that the camshaft P shall move in unison with the drive shaft. The sleeve 66 is formed with a periph{ eral groove,-within which sets ashifter-ring 70, the trun'nion pins 71 of' which a'reconnected to the yoke-shaped end ofa regulat -f This lever S has its lower por= tion pivotally connected to a rod S, th'e in in g-levor S.

ner end of which is pivoted to a'bracketi2, projecting'from'the transverse frame or casting F. (See Fig. 4.) 'The rod Sis formed" with a long slot 3', through which passes apivot-bolt 8 that passes also throughthe lower portion of the lever-TS. Upon this belt is a winged nut S whereby the lever S Will have its lower portion set at any pointalong' the slot 8.

(See Fig. 4:.) To the leverS is pivotally connected, asat the outer end of a rod 75, the inner endof this rod being connected to one arm of a bell-crank lever 7 Thisfbell-crankdever 7 dis pivoted upon an arm or bracket 77, extending outward from one of theside bars of the vehicle-frame, (see FigAQ andthrOugh the inner end of the bell- V crank lever '76 passes the rod 42, that leads to the operating-lever M at the front of the vehicle-frame. The inner end'of the bell crank lever 76 will be so connected with the rod 42 that the shifting of such rod will correspondingly shift the bell-crank lever. The operating-lever M is pivotally connected to a suitable bracket or support m, and the lower end of this lever extends adjacent a segmental ratchet-plate N, (see Fig. 2,) with the teeth of which engages a latch-bar n, that is pivoted to the operating-lever M. connected by the rod n with a grip-handle 72 that is pivoted to the upper end of the operating-lever M.

From the foregoing description the-operation of the mechanism above described will be seen to be as follows: If the vehicle isto be run at high speed, it is manifestly desirable that the parts shall bein such position as to normally deliver to the cylinders of the engine the maximum-charge of gasolene or like fuel. By forcing forward the upper end of the leverM the operator will cause the shifting rod 42 to move backward, thereby causing the outer arm of the bell-crank lever 76 (see Figs. 1 and 4) to move inward. This movement of the bell-crank lever 76 will draw inward the lever S, thereby causing the upper end of this lever to move inward correspondingly the sleeve 66. As the sleeve 66 is thus moved inward the heavy coil-springs 62 will force outwardly, through the medium of the rods 63 and bearing-plates 60, the arms 7* of the governor frames or arms R, causing these frames or arms to rock about their pivotpoints 57. -As the frames or arms R are thus rocked their lower ends will move outward the sleeve 55 and with it the shifting rod P within the tubular shaft P. This outward movement of the rod P will correspondingly shift the cam sleeve or support P and will bring the broad portions of'the cams p opposite the rollers at theinner ends of the rods h and 77. of the admission-valve levers 1-1 and H Consequently as the cam-shaft P is revolved theadmission-valve levers will be so operated as to effect the maximum opening of'the admission-valves. As the cam-shaft P revolves it imparts like revolution to the balls or weights 1' of the governor, and when the speed of the shaft P becomes excessive these balls move outward, thereby causing the inner portions of" the governor arms or frames R to move inwardly, and thus through the medium of the sleeve 55 and of the rod P to shift the cam sleeve or support P so that the reduced portions of the cams p are brought opposite the rollers at the inner ends of the rods h and 712 of the admission-valve levers H and H thereby reducing the period during which'the admission-valves are held open. It will be seen, however, that when the sleeve 66 of the governor mechanism has been moved inward by the operator in manner last described the tension of the coilspring 62 isincreased, so that these springs will not so readily permit the outward move- The latch-bar n isment of the governor balls or weights as would occur if the sleeve 66 were nearer the outer end of the cam-shaft P. On the other hand, if the vehicle is to be run at a comparatively low speed the operator will draw backward the upper end of the operating-lever M, so as to cause the rod 42 and bell-crank lever 76, through the medium of the rod 75 and lever S, to shift outwardly the sleeve 66, thereby reducing the tension of the springs 62 upon the'arm 1'5 and permit the governor frames or arms R to lnove'inward, and thus through the medium of the rod P to shift the cam sleeve or support P until the reduced portions of the cam 19' are brought opposite the rollers at the ends of the rods h and h of the admission-valvelevers H and H It is manifest that the governor balls or weights R will automatically control the shifting of the cam sleeve or support P, so that when the speed of the engine becomes excessive the reduced portions of the cam p will be brought opposite the inner ends of the rods 71. and If, that control the admission-valve levers, and when the speed of the engine decreases the more ex tended portions of the cam 19' will be brought; opposite the ends of these rods 71 and W. When the engine is to be started, (with the vehicle at rest,) the operator, having first loosened the nut S can shift the lever S so as to cause this lever to move the governorsleeve 66 in order to bring the reducedportions of the cam 29 opposite the ends of the rods h and 72?, thereby insuring that a very small charge shall be delivered to the cylinder of the engine, and thereby reducing the amount of compression at the beginning of the operation of the engine. When, however, the engine reaches its working speed, the operator will readjust the lower end of the lever S and set the wing-nut S after which the governor balls or weights will automatically control the shifting of the cam sleeve or support P. By reference more particularly to Figs. 1, 2, 3, and 5 of the drawings it will be seen that when the operator moves the operating-lever Min order to bringinto play the camp for carrying the heavy load he will at the same time by thus forcing backward the rod 42 cause the bell-crank lever 40 to berocked so that this bell-crank lever shall move toward the left (see Fig. 3) the rack-bar K. This movement of the rack-bar K will cause the gear-wheel K to turn in the direction of the arrow, Fig. 3, and thus open, more or less widely, the throttle-valve l3 and permit a free discharge of the fuel into the air-pipe 10. On the other hand,when the operator moves the operatinglever M in reverse manner a corresponding reverse movement of the gear-wheel K will occur, thereby causing the throttle-valve 13 to be more or less closed. Hence it will be seen that the admission-valve levers, and as well also the throttle-valve, are under the manual control of the operator, and it will be seen also that the pump whereby fuel is supplied to the cylinders being actuated by the IIO admission-valve levers is operated in keepin with the duration of the period of admission with the supply-passage and with the admission-valve between said passage and the engine cylinder, of a fuel-supply pipe opening into said passage, means for periodically applying a yielding-pressure to the fuel within said pipe, a controllingthrottle valve between said means and said -'passag'e, lever mechanism for openingsaid admission-valve through variable periods of time, connect-ions between said lever mechanism and said means whereby pressure is only applied-lo the fuel during said variable admission periods and once only for every power-stroke of the en gine. I

2. Inan explosive-engine, the'combinatioll with the supply-passage and with the admission-valve' between said passage and the engine-cylinder, a pump for periodically applying pressure tothe fuel within said pipe, a controllingthrottle-valve between said pump and said admission-valve, lever mechanism for opening said admissionvalve through variable periodsof time, cushion-spring con-,

nections between said lever mechanism and said pump piston-rod through the medium of which pressure is applied to the 'fuel only during said variable admission periods and once only for every power-stroke oft-he engine. 7 i

3. In an explosive-engine, the combination with a fuel-delivery pipe andiwith a pump for forcing fuel through said pipe-having a controlling throttle-valve and with admissionva-lve mechanism, of governorcontrolled lever mechanism for-operating said admission-valve mechanism and the pump pistonrod through variable periods of time, a cushion spring interposed between said lever mechanism and the pumppiston-rod through the medium of which spring said lever op-- crates during the forcing stroke of said pump, and a second spring interposed between said lever mechanism and a stationary part of the structure.

4. In an explosive-engine, the combination with a fuel-delivery pipe and with the admission-valve mechanism and lever mechanism second coil-sprin g interposed between the cylinder of the pump and said sliding part.

-' 5. In an explosive-engine, the combination with the supply-pipe and with the admissionval-ve between said supply-pipe and the engins-cylinder, of app mp for injecting fuel in a series of jets into saidpipe' between the outer end thereof and said valve, a controlling throttle --vaive intermediate the pump and the'supply-pipe, lever mechanism for operatingsaid valve and said 'pump,'cushionspring connections between said lever and said pump piston-rod; means foractuating said lever mechanism comprising a shiftable cam, automatically operating governing mechanism connected with said camfor automatically shifting the same, and'means connected to said governor mechanism for manually shit'ting said cam through the medium of said governor mechanism. Y I

G. In an explosive-engine, the combination with a supply-pipe and with an admissionvalve between said supply-pipe-and the engine-cylinder, of a pump for injecting 'fuelin a series of jets into said pipe between the outer end thereof and said valve,'a rocking l'ever, separate connections between said lever and said admission-valve, and between said lever and saidpump, and means for operatingsaid lever through variable periods of time, comprising a shifting rod connected thereto, a cam-shaft, an adjustable, tapered cam on said shaft and adapted to shift said rod, automatic governor mechanism connected to-said cam for automatically varying the position of said cam upon said shaft and means connected to'said governor mechanism for manuallyshifting. said camthrough the medium ot-said governor mechanism.

7. In an eXplosive-enginm-the combination with a cylinder havingsuit-able'adniissionvalve mechanism, of means for operating said valve mechanism, comprising a shaft, shiftable devices on said shaft,-a shifting rod connected-to said devices, weighted governora'rms'conuected to said rod, handdever mechanism, and separate cushion-spring connections between said hand-lever mechanism and each arm of said weighted arms.

8. In an explosiveengine', the combination with thecyl-inder-havin g suitable admissionval-ve mechanism, of means for operating said admission valve mechanism comprising a cam-shafha cam mounted to slide uponsaid shaft and to revolve therewith, a 'rod for shifting said cam extending lengthwise of said shaft, a sliding sleeve connected to said rod, weighted governor} arms connected-to said sleeve, a second movable sleeve mounted. upon said shaft, suitable springs and rods interposed between said second sleevean'd said governor-arms and lever mechanism for shifting saidseco'nd sleeve lengthwise'ofi the cam-shaft, said lever mechanism comprising ICC vIIO

II'S

valve mechanism, of means for operating said admission valve mechanism comprising a cam-shaft, a cam mounted to slide upon said shaft and to revolve therewith, a rod for shifting said cam extending lengthwise of said shaft, a sliding sleeve connected to said rod, weighted governor-arms connected to said sleeve, a second movable sleeve mounted upon said shaft, suitable springs and rods interposed between said second sleeve and said governor-arms, lever mechanism for shifting said second sleeve lengthwise of the camshaft, said lever mechanism comprising a lever, one end of which is adjustably connected to the fixed part of the structure, a bell-crank lever suitably connected to said first-mentioned lever, a connecting-rod leading fromsaid bell-crank lever and a main operatinglever connected with said rod.

10. In an explosive-engine, the combination with a cylinder having suitable valve mechanism, of an automatic governor forsaid valve mechanism, afuel-supply valve, a hand-lever and connections between said lever and said automatic governor and between said lever and said fuel-supply valve, whereby the operator may simultaneously control the operation of said goveinor and the movement of said valve.

11. In an explosive-engine, the combination with the cylinder having suitable admissionvalve mechanisms,of means for operating said valve mechanism comprising a tapered cam, means for shifting the same, a fuel-delivery pipe for supplying fuel to said cylinder, a valve for controlling the flow of fuel through said pipe, suitable means for operating said valve and a hand-lever suitably connected with said valve-operating means and with the means that effects the shifting of the cam that controls the admission-valve mechanism.

12. In an explosive-engine, the combination with the cylinder and suitable admissionvalve mechanism, of means for operating said admission valve mechanism comprising a cam-shaft having a cam mounted to slide thereon and to revolve therewith, mechanism whereby said cam is shifted lengthwise of said shaft, a fuel-delivery pipe, a throttlevalve for controlling the flow of fuel'through said pipe, mechanism for operating said throttle-valve and a hand-lever and suitable connecting mechanism whereby the operator may simultaneously shift the cam upon the cam-shaftand control the movement of the throttle-valve. V

13. In an explosive-engine, the combination with the cylinder andsnitable admissionvalve mechanism, of means for operating said admission-valve mechanism comprising a cam-shaft having a cam mounted to slide thereon and to revolve therewith, a fuel-delivery pipe, a throttle-valve therefor, mechanism for operating said throttle-valve, a pump for forcing the fuel through said fueldelivery pipe, mechanism for operating said pump, suitable connections between said pump-operating mechanism and the mechanism that operates the admission valve mechanism, and a hand-lever and suitable connecting mechanism whereby the operator may simultaneously shift the cam upon the cam-shaft and control the movement of the throttle-valve.

WILLIAM F. DAVIS. Witnesses:

GEO. P. FISHER, J r., ALBERTA ADAMICK. 

